Carpuretor



Nov. 3, 1931. o. c. BERRY ET AL 1,830,049

CARBURETOR Original Filed May 15, 19g3 2 Sheets-Sheet 1 IN VEN TOR .5One (in re: 49:4: x mm 142M990 mum;

ATTORNEY.

Nov. 3, 1931. QC. BERRY ET AL CARBURETOR Original Filed May 15, 1923 2Sheets-Sheet IIIII ll/l??? A TURNEY.

Patented Nov. 3, 1 931 Ulll'l'ED s'rA'ras PATENT oar-lea OTTO CARTERBERRY AND EOWARD W. LINKERT, OF INDIANAIOLIS, INDIANA BIGN'OBS TO THEWEEELER-SGEEBLEB GAJB'ZBURETOB 00., O1! INDIANAPOLIS,

INDIANA, A CORPORATION OF INDIANA cannuaaroa Original application filedIay 15, 1823,, Serial No. 688,191. Divided. and this application. filedNovember 10, 1995. Serial. No. 68,168.

This application is a division of our copending application Serial No.639,191, filed May 15, 1923; andrelates generally to the accelerationdevice. which was shown in such co-pendingapplication and was dividedout of 1t in res ipnse to a requirement for division by the atentOflice.

This carburetor, which as a whole is the same carburetor as that shownin such copending application Serial No. 639,191, is-

an lmprovement on the carburetor invented by one of the presentappllicants, Otto Carter Berry, and described in 's 00- ndin applicationSerial No. 635,013, filed April 2 1923. i

The present invention has the same general objects in view as theprevious invention of saidOtto Carter Berry, with the exception thathere special emphasis has been put upon thefollowing point:

As is pointed out in the aforesaid Berry application, when the throttleof a carburetor is suddenly opened wider, at least a portion of thegasoline will lag behind the air in its passage through the intakemanifold of an engine, and this will result in a temporarilyimpoverished mixture at the engine cylinder, often being accompanied bya temporary lack of power or even by the. stalling of the engine. Thisperiod of impoverishment is very shortin its duration, however, and maybe overcome by supplying a temporarily enriched mixture from thecarburetor. It is also true that during periods of deceleration I theliquid fuel flows to the cylinders in amounts in excess of therequirements, tending to cause the engine to load. Supplymg extra fueltoo rapidly during acceleration or supplying it for too longa time willpro-- duce inferior results during acceleration, but will be especiallybad in its effects when the acceleration is immediately followed by adeceleration. Itis therefore the principal object of this invention to.obviate these difli- .culties by accurately adjusting the amount ofextra gasoline to the requirements of the engkilne both asto the rate ofdelivering it and t e length. of time during which it. is delivered. a 4v The accompanying drawings illustrate our invention, and show apreferred embodiment.

elevation, showing the control levers and ad- A justments.

Our carburetor has a main body 1 and a float bowl 2. Air may enter thecarburetor in two ways. It may enter (Fig. 1) through the fixed-airpassagewa made u of an inlet3, a passageway 4 lgs. 1 an 2), and aventuri 5 (Fig. 2), picking up and atomizing the gasoline at the end ofa gasoline jet or nozzle 6; and, when this passageway 1s not largeenough, by a variable auxiliary-air passageway 8 (Fig. 1) having at itsentrance a spring-seated air-valve 7 which will be depressed to allowsuch air to enter through such auxiliary-air passage 8 as is required.In either case, the air passes through the body of the carburetor past athrottle 9 and out through a mixture-discharge opening 10.

The gasoline enters the float-bowl 2 through a strainer ca 11 and'past afloat-needle 12, and the gasohne level is regulated by a float 13operating said float-needle. From the floatbowl, the gasoline is drawnthrough the passageway 14 (F ig. 2 past atapered needle or fuel-valve15, an is controlled at the circular orifice formed between the top ofthe plassageway 14 and the fuel-valve 15.. It t on and flitgasoline-nozzle 6 into the air stream in the throat of the venturi 5,and thence on through the carburetor with the air. The

fuel-valve 15 has a short cylindrical section. I 18 by which it 'isguided into the onfice; and,

asses through a cross-drilled hole 17..

air-valve, so thatas the air-flow increases, the fuel also increases inthe proper proportion.

Only so much of the details of this construction will be here describedas is necessary to the general understanding of the present invention;as these details constitute part of the subject-matter of our aforesaidco-pending application. To the auxiliaryair-valve 7 is fixed an arm 19(Fig.1) which is pivoted to one end of a proportioning-lever 20; whichpasses through and has a close sliding fit in a supportingtrunnion-block 21 pivotally mounted on a fulcrum-pin 22 in the lower endof a pivotally adjustable fulcrumarm 23. The other end of theproportioninglever 20 carries another trunnion-block 21*, which ispivotally attached to the top of the fuel-valve 15 (Fig. 2), by a pin24. Thus as the air-valve 7 moves, the proportioning lever turns aboutthe pin 22 and gives to the fuel-valve 15 a motion that is in proportionto that of the air-valve 7'; and the proportioning-lever slides slightlyin the trunnionblock 21 as required in this movement.

The fulcrum-arm 23 is carried by a shaft 49, which may be rocked to varythe position of the fulcrum-pin 22, as is fully explained in ourco-pendlng application. It is sufficient here that the shaft 49 passesthrough the body-casting to the outside, and there has two arms 50 and51 (Fig. 3) fixed to it, with the arm 51 pressed against an adjustablestopscrew 52 by a spring 54 (Fig. 2), and with the arm 50 movableagainst the action of such spring 54 either by a cam 55 on thethrottleshaft 56 when the throttle approaches its wide-open position orby a wire 62 which leads from such arm 50 to a convenient point on thedash.

The movement of the air-valve 7 and its connected parts is controlled bya dash-pot 27 (Fig. 1), which keeps such air-valve from fluttering. Thedash-pot cylinder 27 lies below the fuel level in' the float-chamber 2and is always filled with fuel; and a dash-pot piston 28 having a goodfit in the cylinder 27 is mounted on the valve-stem 16 of the air-valve7. A spring 26 presses the piston 28 and valve stem 16 upward, and thustends to seat the air-valve 7. The details of the dash-pot 27 are fullyset forth and claimed in our co-pending application; and furtherdescription of those details here is unnecessary to an understanding ofthe invention to which this present application directly relates.

The improved accelerating device is shown in detail in Fig. 2. It ismade as a fuel-lifting mechanism as distinguished from a pump. Thisdistinction is an important point in the operation of the device, andwill therefore be brought out clearly as the detailed description of theapparatus proceeds. This fuel-lift is preferably actuated from thethrottle-shaft. In the form here shown,

when the lift is being used vigorously.

the lift-cylinder 34 is supported on a lug 35 on the carburetor body 1,by means of a threaded part 36. This lift-cylinder extends down into thefuel-chamber 2. The lift-piston 37 is fastened to the end of a pistonrod 38. The piston is drilled to provide holes 39. A thin check disc 40lies on top of the piston, and can move up to a shoulder 41 on thepiston-rod. The fuel can therefore fill the lower end of thelift-chamber, and the part 42 or lift-chamber proper, through the holes39 and flowing around the edges of the disc 40. A reduced section of thelift-chaufber, the part or passageway 43, extends from just below thefuel level in the float-chamber 2, to some point sufiiciently above suchfuel level so that tipping the carburetor will never submerge theupper-end of said passageway 43 in practice. This section is reduced insize in order to reduce the volume of fuel required to raise the levelup to the height of a crosspassage 45, thus reducing the amount thepiston 37 will have to move before beginning to deliver fuel throughsaidcross-passage 45; but it is not sufiiciently restricted to interferewith the free delivery of fuel through it in either direction. When thelift-piston is raised, the fuel can therefore flow freely through thereduced section 43 into an upper enlarged section 44 or measuringchamber of the lift-chamber. From here it can flow through thecross-passage 45 into the venturi 5. The rate at which the extra fuel is'delivered to the venturi will be determined by the size of a hole 46 insuch cross-passage. A ring 47 has a sliding fit on the piston-rod in theuppersection 44 of the lift-chamber, and enters a chamber in a cap 36 tokeep the fuel from being ejected through the ca 36 1s ring 47 is in nowise a check-valve.

When accelerating from a low speed it requires only a few degrees ofthrottle motion to throw the engine into a. full-torque condition,making a full charge of extra gasoline necessary. When the throttle isopened wide, no more fuel than this is needed. This sit- .uation is metas follows: The lower section 42' of the lift-chamber is made quitelarge, while the elevated section 44 is much smaller, and is providedwith a large overflow passageway 48. It is therefore possible to fillthe upper section 44 with a small movement of the throttle, and any fuelpumped into such upper section 44 beyond the required amount will passthrough the overflow passageway 48 back into the fuel-chamber again. Thetotal quantity of extra fuel supplied is therefore measured in thissmall elevated chamber-section 44, and this quantity may be determinedby the height of the overflow 48. By this means it is possible to supplythe full charge of extra fuel for acceleration with a small. openinmovement of the throttle without wasting uel or causing the v liver adefinite volume of fuel.

' fuel level of said fuel en na to load when the throttle is kicked wi eopen. 1

The difference between our. lift apparatus and a ump lies in the factthat we have only a sing e check-valve and have a fuel 11ftchamber thatis in continuous free communication from the lift-piston to the overflowpassageway 48, while a pump hastwo valves and two fuel chambers. In ourapparatus a rapid raising and lowering of the lift-piston will merelyraise and lower the same fuel in the lift-chamber, resulting in a verysmall delivery of fuel from the top. In a pump, however, each stroke ofthe piston will de- In an accelerating device this will result in thefollowing difference in performance: When the throttle is opened wideand then quickly closed with a pump accelerating device attached, thefull charge of extra fuel for acceleration will nevertheless beadded,'and will be added at a time when it'is not only not needed, butwhen the engine is already predisposed ,to load due to the fact thatit'is decelerating. In our lift device this is not the case, as theextra fuel raised on opening the throttle is immediately withdrawn whenthe throttle is closed. F urthermore,.repeated opening and closing ofthe throttle attached to a pump will .deliver. an excessive amount offuel and load the engine while such a result will never occur with ourapparatus.

Our accelerating device is capable of wide variation from the preferredform shown. For instance, in its referred form it is mechanicallyoperated in unison with the throttle, ,but this is not necessary to thecar rymg out of the essential idea of our invention. It is furthermorenot essential that the accelerating the carburetor, nor that the fuel bedelivered on the up-stroke of the lift-piston, and these features areshown as illustrative.

We claim as our invention 1. In a carburetor, the combination with amlxmg chamber, throttling meansfand a fuel chamber; of an acceleratingdevice comprising a lift-chamber extending below the chamber, acheck-valve allowing saidlift chamber but resisting the flow 'of fuelchamber above the fuel level, a passageway connecting saidlift chambered chamber, a mechanical connection between said lift piston and saidthrottling means whereby fuel is lifted into said elevated chamber byan' opening motion of said throttling means, an overflow from saidelevated chamber back into the fuel-chamber, and a restricted(passageway leading from elevated chamber to said mixing-chamber.

2. In a carburetor, the combination with device be an integral part oftofill with fuel in the op osite direction, a plston in .said lift chamer, a

and said elevata mixing-chamber, and a fuel-chamber; of an acceleratingdevice comprising a fuel-lift having a relatively large lift-chamber, arelatively small 'meaSuring chamber connected with said lift-chamber, anoverflow passageway for said measuring-chamber, and a passageway leadingfrom said measurlng-chamher to said mixing-chamber, said last namedpassageway being restricted to control the rate of delivery of fuel fromsaid measuringchamber to said mixing-chamber.

1 3. In a carburetor, the combination wlth a mixing-chamber, a throttle,a throttle-shaft, and a fuel-chamber; of an accelerating devicecomprising a fuel-lift mechanically operated from said throttle-shaftand having a relatively .large lift-chamber, a relatively smallmeasuring-chamber connected with said lift-chamber, an overflowpassageway for said measuring-chamber, and a passageway leading fromsaid measuring-chamber to said mixing-chamber, said last namedpassageway being restricted to control the rate of delivery of fuel fromsaid measuringchamber to said mixing-chamber.

4. In a carburetor, the combination with a mixing-chamber, throttlingmeans and a fuel-chamber; of an accelerating device com prising afuel-lift operating with said throttling means so as to elevate fuel assaid .throttling means is opened, a measuring chamber into which fuel iselevated, an overflow passageway from said measuring-cham ber returningthe excess fuel to said fuelchamber, and a assageway leading from saidmeasuring-c amber. to. said 'mixing chamber, said last named passagewaybeing restricted to control the rate of delivery of fuel from saidmeasuring-chamber to said mixing-chamber.

5. In a carburetor, the combination with amixing-chamber, and afuel-chamber; of an accelerating device comprising a fuel-lift 7 saidpassage to thereby form a main carburetor, a throttle valve forcontrolling the flow of combustible'mixture through said passage, a,manually operable oscillating shaft where-- by 'said t rottle valve iscarried, a pump 0 amber associated with said float bowl, an acceleratingwell also associated with said float bowl and having a jet discharginginto said main air passage, a passage leading from said pump chamberinto said accelerating well, an overflow passage leading from saidaccelerating well into said float bowl, a plunger operating in said pumpchamber and a plunger operating member carried by said oscillating shaftand adapted to operate said plunger to thereby supply liquid fuel tosaid accelerating well, said pump chamber being of comparatively largecapacity as compared with the capacity of said accelerating well.

7 In a carburetor, the combination of a fuel supply chamber, a mixingchamber, and throttling means for controlling the flow of combustiblemixture through said mixing chamber, of an accelerating devicecomprising a second fuel chamber, a piston insaid second fuel supplychamber, means operatively connecting said piston to said throttlingmeans to move said piston when said throttle is opened, means forsupplying fuel' to said second fuel chamber from said fuel supplychamber, a reservoir to receive the fuel displaced from said second fuelchamber by movement of the piston therein, said reservoir having a 'etdischarging intosaid mixing chamber, an an overflow passage leading fromsaid reservoir into said fuel supply chamber.

8. A carburetor having a passage way therethrough, a valve in saidpassage way, a fixed level fuel chamber from which fuel is fed to saidpassage way by aspiration, means for conveying fuel to said passage wayin excessof that fed by aspiration, the fuel in said conveying meansbeing exposed to an absolute pressure higher than the pressure in saidpassageway and the conveying means having capacity for a limited volume,means for forcing fuel from said fixed level fuel chamber to saidconveying means, said forcing means having a maximum capacity greaterthan the capacity of said conveying means, and means whereby the fuelforced into said conveying means in excess of its capacity will bereturned to said fixed level fuel chamber. v

9. In a carburetor, a carbureting chamber,

a float chamber, a throttle valve in said carbureting chamber, anauxiliary fuel chamber at a level higher than the maintained level offuel in said float chamber and from which fuel is fed to saidcarbureting chamber, an automatic pump operating coincidently with themovement of said throttle valve by which fuel is elevated to saidauxiliary fuel cham her from said float chamber, said auxiliary fuelpump being so arranged that fuel pumped into said auxiliary fuel chamberin excess of its capacity will be returned to said float chamber.

10. In a carburetor a mechanism-having a movement relative to the bodyportion coincident with changes in the rate of mixture flow therethrouh, said mechanism moving in one direction during an increasing rate andin the opposite direction during a diminishing rate, a main fuelchamber, having a fixed level, a supplemental fuel chamber having aspillWay at a higher level than the fixed level in said main fuelchamber, said spillway leading to said main fuel chamber, anddetermining the maximum elevation of fuel in said supplemental fuelchamber, a carbureting chamber, a conduit leading from a point belowsaid spillwayin said supplemental chamber to said carbureting chamberand means operated by said mechanism to move fuel out of said main fuelchamber into said supplemental fuel chamber on an increasing rate offlow through said carburetor and out of said supplemental fuel chamberinto said main fuel chamber on a diminishing flow through saidcarburetor.

In witness whereof, we have hereunto set our hands at Indianapolis,Indiana, this 6th day of November, A. D., one thousand nine hundred andtwenty-five.

OTTO C. BERRY. HOWARD W. LINKERT.

